Internal-combustion engine.



No. 701,505. Patented June 3, I902.

F. REICHENBACH.

INTERNAL COMBUSTION ENGINE.

(Application filed Nov. 23, 1901.)

(No Model.)

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UNITED STATES PATENT OFFICE.

FRITZ REICHENBACH, OF BERLIN, GERMANY.

INTERNAL-COMBUSTION ENGINE.

SPECIFICATION forming part of Letters Patent No. 701,505, dated June 3, 1902.

Application filed November 23, 1901. Serial No. 83,475. (No model.)

To [tZZ whom it may concern:

Be it known that I, FRITZ REIOHENBACH, civil engineer, a subject of the King of Prussia, German Emperor, residing at Berlin, in the Kingdom of Prussia, German Empire, have invented certain new and useful Im provements in Internal-Combustion Engines, of which the following is a specification.

My invention relates to improvements in internal-combustion engines.

The object of my invention is to improve the efficiency of such engines, as Will be fully understood from the description,hereinafter.

Among the internal combustion engines which have hitherto been known are included the so-called Diesel motors, in which after the working mixture has been supplied to the cylinder a supplemental charge of fuel is forced into the said working mixture, the purpose of such procedure being to control the configuration of the curve of combustion. In these motors the whole of the working mixture required for the normal effect is sucked into the cylinder and only the kind or shape of the curve of combustion is influenced by the supplemental charge. In the present invention, however, a fixed amount of an unvarying composition forming as weak a mixture as possible is first sucked into the cylinder, then compressed and ignited, after which a supplemental charge of fuel, either alone or with compressed air, is introduced into the burning mixture, the proportion of such supplemental charge of fuel being determined according to the diagram which it is desired to obtain.

My invention will now be described in connection with the accompanying drawings and then pointed out in the claims.

In the drawings, Figure l is a longitudinal section, partly in elevation, through an internal-combustion engine embodying my invention. Fig. 2 represents a diagram obtained from such an engine as shown in Fig. 1. Fig. 3 is a detail View of the variable cam mechanism.

Referring to Fig.1 of the drawings, A is the inlet-valve for the initial charge. C is the inlet-valve for the supplemental charge. H is the exhaust-valve, and B the igniter. The valves A and H, respectively, are operated in the usual manner by suitable mechanism such, for example, as the eccentrics A and H, fixed upon a cam-shaft I, journaled in bearings I and provided with a bevel-gear I in engagement with a corresponding bevelgear 1 mounted upon a shaft 1 operated from the engine-shaft by suitable bevel-gear wheels I and I. The shaft 1 carries a governor 7t, connected through lever K, link It, and bell-crank with a longitudinally-movable conical cam K, splined to the shaft I and arranged to operate the supplemental fuelvalve 0 through the medium of a roller 0', mounted upon the stem of said valve 0. The conical cam K, the governor 7t, and the system of levers connecting the two represent a well-known mechanism for producing a variable valve movement depending upon the speed of the engine, which in turn depends upon the load to which the engine is subjected. It will be noted in this construction that the valve A is open to the same extent during each cycle of the engine, while the Valve 0 will open to a varying amount controlled by the governor.

The operation which takes place in this engine is as follows: As Weak a mixture as possible of air and fuel is sucked in through the valve A, thereupon strongly compressed and ignited-as, for example, by the electric igniter B or by the heat of the compression itself. Thereafter another portion of fuel forming a supplemental fuel charge or a mixture of such portion with compressed air is gradually introduced into the initial ignited mixture through the valve 0. The burning gases are exhausted through the valve H in the usual manner. The diagram arising from the weak mixture alone, if the engine runs without a load, is shown at a in Fig. 2. Such diagrams as are obtained after the second part of the fuel has been forced in are represented at e, f, and g, respectively, the difference in these diagrams being due to the difference in the quantity of that second part of the fuel as made necessary by the varying load.

The internal-combustion engine shown in the drawings as one embodiment of my invention is a four-cycle engine; but it is to be understood that I do not limit my invention to its use in just such an engine.

What I claim, and desire to secure by Letters Patent of the United States, is

1. In an internal-combustion engine, the combination, with means for supplying and exploding a Weak mixture of air and fuel in the engine-cylinder, of means for supplying and burning a supplemental fuel charge in said cylinder after the explosion of the weak mixture.

2. In an internal-combustion engine, the combination, with means for introducing a weak mixture of air and fuel into the cylinder, means for confining it therein,and means for thereupon igniting it, of variable mechanism for introducing a supplemental fuel charge into the cylinder after the ignition of the weak mixture.

3. In an internal-combustion engine the combination, with means for supplyinga fixed proportion of a weak mixture of air and fuel to the cylinder and compressing it therein, of means for igniting the said nlixture,whereupon an explosion of the same is produced, a speed-controlled mechanism for introducing a variable supplemental fuel charge into the cylinder after the ignition of the Weak mixture, whereby a burning of said supplemental fuel charge takes place.

In witness whereof I have hereunto set my hand in presence of two witnesses.

FRITZ REICI-IENBACH.

Witnesses:

WOLDEMAR HAUP'I, HENRY HASPER. 

